Brake arrangement



May 19,1942. R. G. AURIEN BRAKE ARRANGEMENT 2 sheets-'sheet 2 Filed Sept. 20, 1940 INVENTQR. JZ@ 6 Jane/0,

BY @M Patented May 19, 1942 f I.

Beane` ARRANGEMENT y Ray Gd AuriemChicago, Ill., assignor to`American SteelFoundries, Chicago, Ill., a corporation of New Jersey.

Application September 20, 1940, SerialNo. 357,579

20 Claims. (Cl. 18S-56) My invention relates to braking meansfora thereofapedestalopening Illiforming theusual railway car truck and more particularlyJ to a means of connectionv `for `journal means- (not type of rigging commonly designated lclasp shown)associatedfwith-spacediwheel and axleasbrakes, wherein brake heads and lorakeshoesI are semblies It, Iii. Supported on-rthe saidvjournal supported at opposite sides of each wheel. means at each .side of the trucle'and extending My novel arrangement is particularly suitable therebetween is the'equalizer ymeansl oniwhich for application to a four wheel railway car'truck may be carried spring groupsv (not shown) 5 the where unusual clearance conditions obtain dueto upper ends of lwhich areaiiorded` seatsasatZil; 2i)` the special relationship between the form of the ontheside frame 2.v l car body and the truck structure. My novel l0 My'novel' rigging whichisfofbeam=type comstructure also comprehends an arrangement suitprises` thev hanger-lever 22;(Figure 2; le';ft pivot-y able for application to a car truck supporting a allyhung atv its upper end as at- 24 from the generator and drive means therefor. bracketV 26 integrally formed with the., frame My invention contemplates an arrangement adjacent the'junctureoi `i'fheendj railtwiththe wherein a number of the leversA associated with side* member 2; Intermediate the ends of' the the rigging are vertically arranged, andthe rehanger lever22` is pivota'lly connected; as at 28 mainder of themare horizontally'arranged, and the trunnion end of`the beamorhanger lever wherein off-set brake beams are used in order to connector Sil, andat the lower endof the hanger accommodate pull rod connections between the lever 22' is pivotally supported asia-t 32vthe b rake portions of the rigging at opposite ends of the head'- 34with the associatedi brake shoe; 36- artruck. ranged for engagement'with the peripheryof the My novel arrangement comprehend's such a adjacentwheel., The brake headt'is aorded brake rigging as that above described, wherein a balancing 'means 38' of well'aknown form. The plurality of dead levers are utilized at each side middle portion` of the` beam 3)V is olset downof the truck instead of usual single dead end arwardly to accommodate the end' rail 6- asl best rangement. This enables me to accomplish in a seen from the end view of Figure 4. y Adjacentthe novel waythe clearance conditions desired while end of the brake beamrtil is secured the jaw fulalso facilitating a convenient arrangement for crum lill', andV inthe jawthjereof is pivotally setaking up slack. cured as at 42 the dead brake lever. llt, the up- Figure 1 is a top plan View of a car truck and' 30 per end ofA which isl fulcrumed as atifrom the brake arrangement embodying my invention, only bracketrll'i secured' on the'endj railj S; The lower one side of the truck being shown inasmuch as end of the dead trucklever lle' has a` pivotal and the arrangement is identical at opposite sides adjustable connection as. at, 5 0' to` the pull rod of the truck. 52. The` opposite end ofjsaid` pull rodV is' Diva Figure 2 is a side elevation of the truck and 35 otally connected asat, 55112 t o the horizontal live brake arrangement shown in Figure 1. auxiliary lever 5t'` whose outboard end has appriv- Figure 3 is an end View taken from the right otal connection as at 58' to the fulcrum Bllsecurcd as seen in Figures 1 and-2, and Figure 4 is an end as at S2 adjacent theend of the offset beam.v 6 4'. view taken from the left as seen. in Figures 1 The trunnion end of the beamy 6.4 is pivotally conand 2 40 nected as at 6 6 tothe lower end of 'thehanger Figure 5 is a sectional View taken substantially eVeI Galland like upper end-thereof lslhlllg aS @t in the vertical plane bisecting'the trucktransgnrl'eblg fhfufllre Ylsly and as mdlcated by the Ime 5 5 of Flg` som. 'l with the side member 2; Intermediatethe 45 ends of the hanger lever liispivotally supported In each of the figures certam featmlessr al? as at 'hil the brake head 16 withtheassociated rangements may for the Sake of C am y .e brake shoe-18 arranged for engagement with the Omltted Where they are more Clearly shown m opposite periphery of the last-mentioned wheel,

other figures' the positiony of said head and shoe being made The truck frame is of more or less conventional automatically adjustable by the balancing M form comprising the side rail 2, end rails 4 and 6, rangement 39 l and spaced transoms 1, 8, 9, and l, and be- The inboard end of the horizontal auxiliary4 tween the traIlSOms 9 and l0 may be supported lever 56has a pivotaland adjustable connection the usual bolster (not shown) The side rail 2 as. at 82 to the pullrod which 1s slidably suphas pedestal jaws I2 I2 dening at each end 55 ported at` onev end as at, 'on the offset beam 64 and slidably supported adjacent its opposite end as at 88 on the offset beam 90, and the jaw ends of the pull rod are formed with wear plates 85, 85 for bearing upon said offset beams. Each of the intermediate beams 64 and 90 is offset laterally as well as downwardly, and the lateral oiset accommodates the normal movement of the auxiliary levers 56 and 94,'the inboard ends of which move toward the beams as the brakes are applied. The pull rod 84 extends beyond the beam 90 for pivotal and adjustable connection as at 92 to the horizontally arranged live auxiliary lever 94. The outboard end of the auxiliary lever 94 has a pivotal connection as at 96 to the fulcrum 98 secured as at |00 adjacent the end of the beam 90. The trunnion end of the beam 90 is pivotally connected as at |02 to the lower end of the hanger lever |04 whose upper end is hung as at |06 from the bracket |08 formed on the bottom side of the frame adjacent the juncture of the transom 9 in the side member 2. Intermediate the ends of the hanger lever |04 is pivotally and adjustably supported as at H the brake head ||2 with the associated shoe ||4 arranged for engagement with the periphery of the adjacent wheel.

Intermediate the ends of the live auxiliary lever 94 is pivotally connected as at I6 the clevis means H8, the opposite end of which has a pivotal connection as at |20 to the lower end of the dead truck lever |22, the upper end of said dead truck lever being fulcrumed as at |24 from the bracket |26 secured on the transom 9 adjacent its juncture with the side member 2. Intermediate the ends of the dead truck lever |22 is pivotally connected as at |28 the pull rod |30 and the opposite jaw end of the pull rod |30 is pivotally connected as at |32 to the live truck lever |34, and a portion of the jaw end of the pull rod |30 is extended as at |36 (Figure 2) for guiding engagement with the bracket |38 carried on the adjacent end rail 4 (Figure 3). The lower end of the live truck lever |34 has a pivotal connection as at |40 to the fulcrum |42 which is secured as at |44 on the oiset beam |46 adjacent the end thereof. Intermediate the ends of the fulcrum |42 is pivotally connected as at |48 the balance hanger |50, the upper end of which is resiliently supported as at |52 from the strap |54 also carried on the end rail 4. The beam |46 is supported by the pivotal connection of its trunnion end as at |56 to the lower end of the hanger |58 whose upper end is pivotally hung as at |60 from the bracket |62 formed on the frame at the juncture of the end rail 4 with the side member 2. At the pivotal point |56 is also supported the brake head |64 with the associated shoe |66 arranged for engagement with the opposite periphery of the. last-mentioned wheel, and the connection of said head at |56 is made adjustable by another well-known type of balancing means |68.

The upper end of the live truck lever |34 has a pivotal connection as at to the clevis means |12, the opposite end of which is pivotally connected as at |14 to the pull rod |16. The opposite end of the pull rod |16 is pivotally and adjustably connected as at |18 to the equalizer |80. The mid-point of said equalizer is arranged as at |82 for connection to operating means (not shown).

In operation, assuming the rigging to be in unapplied position, equalization of the power means moves the equalizer |80 to the right thus rotating live truck lever |34 in a clockwise direction (Figure 2) about the fulcrum intermediate its ends applying the brake shoe at the right of the adjacent Wheel While at the same time the dead truck lever |22 is rotated in a counterclockwise direction about the fulcrum |24 at its upper end thus applying the brake shoe at the opposite side of said last-mentioned wheel. At the same time the auxiliary lever 94 is rotated in a clockwise direction (Figure 1) moving to the right the pull rod 84 and rotating the auxiliary lever 56 in a clockwise direction to apply the brake shoes at opposite sides of the wheel at the opposite end of the truck. Release of the power means permits the rigging to return to normal released position by the force of gravity.

It is to be understood that I do not wish to be limited by the exact embodiment of the device shown which is merely by way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

I claim:

l. In a brake arrangement for a railway car truck, a frame comprising an intermediate transom, supporting wheel and axle assemblies, and brake rigging comprising hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the intermediate beams, pull rods connecting the auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers and adjacent auxiliary levers respectively, the operative connection at each side of the truck comprising a lever fulcrumed at its upper end from said transom and connected intermediate its ends to the adjacent live truck lever, and an operative connection between the fulcrumed lever and the adjacent auxiliary lever.

2. In a clasp brake arrangement for a railway car truck, a frame, spaced supporting wheel and axle assemblies, and beam type rigging comprising live truck levers associated with the beam at one end of the truck, dead truck levers associated with the beam at the opposite end of the truck, auxiliary levers associated with the beams intel'- mediate the wheels, pull rods connecting the auxiliary levers at each side of the truck, pull rods connecting said dead truck levers and the adjacent auxiliary levers, and operative connections between said live truck levers and the adjacent auxiliary levers respectively, each of said operative connections comprising a dead lever fulcrumed at its upper end from said frame, connected at its lower end to the adjacent auxiliary lever and operatively connected intermediate its ends to the adjacent live truck lever. 3. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and beam type rigging comprising hanger levers supporting a beam at one end of the truck and beams intermediate the wheels, hangers supporting a beam at the opposite end of the truck, dead and live truck levers associated with said first and last-mentioned beams respectively, auxiliary levers associated with the beams intermediate the wheels, pull rods connecting the dead levers and the auxiliary levers at each side of the truck, and operative connections between said live truck levers and the adjacent auxiliary levers respectively, each of said gesagt ioperative connections comprisingA a lever full crumedlat-oneV end 'from said frame, connected at at each side of the truck, and operative connections-between said-live truck levers and the adjacent auxiliary levers respectively, each of said operative connections comprising a lever fulcrumed from said frame and operatively-connected between the adjacent live truck lever andv auxiliary lever.

In'a clasp'brake arrangement fora railway car truck, a frame, spaced supporting wheel and axlev assemblies, and beamtype riggingcomprising livev truck levers associated with the beaml at one end of thev truck, dead truck levers associated with the beam atthe opposite end ofthe truck, auxiliary levers associated with the beams intermediate the wheels, pull rods connecting the auxiliary levers at each sideof the truck, pull rods connecting saiddead truck levers and the adjacent auxiliary levers, and operative connections between said live truck levers and the adjacent auxiliary levers respectively, each ofY said operative connections comprising a dead truck lever fulcrumed from said frame and operatively connected between the adjacent live truck lever and auxiliary lever.

6; In aV brake arrangement fora railway car truck, a Aframe, supporting 'wheel and axle assemblies, and brake rigging comprising hanger levers supporting beams intermediate thewheels and at one end of the'truck, hangers supporting a beam at the opposite end of the truck, live and dead'truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the intermediate beams, pull rods connecting the auxiliary levers andY dead levers at each side of the truck; and operative connectionsbetween the live truck levers and auxiliary levers at respective sides of thetruck, said 'intermediate beams beingV offset laterallyjto accommodate movement ofv theA adjacent auxiliary levers.

7. In a brake arrangement for a railwaypar truck, Va frame,v supporting wheel and axle assemblies'and' brake rigging comprising hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the intermediate beams, pull rods connectinglthe auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers and adjacent auxiliary levers respectively, said intermediate beams being offset downwardly to aiord slidable support for the pull rods connecting said auxiliary levers.

8. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle asj semblies, and beam type rigging comprising hanger levers supporting a beam at one end of the i truck and beams intermediate theY wheels,vv hangers supporting a beam at th`efopposite end of the truck, dead andlive truc'kllevers'asso` ciated witli said first and lastmentionedf beams' respectively, auxiliary rlevers associated' with the beams intermediate the Wheels',V pull rods connecting thedeadleVers and auxiliary levers at weach side of the'truck, and operative connections between saidlive truck levers andthe-adjacent auxiliarylevers respectively.

',9. In af brake arrangement fora railway carY truck, a frame, supporting wheel and* axle assemblies and brake rigging including hanger levers supportingbeams intermediate the wheels and at one end of the truck, hangerssupporting abeam at'the opposite end/of th'etruck, live and deadtruck levers associated with theb'eamsiat 'respective ends'of the truck, auxiliary leversassociated with the beams intermediatethe wheels, pull rods connected between the auxiliarylevers at each side ofthetruck' and slidably supported on the intermediate beams, pulll rodsconnecting said dead truck leverswith thev adjacent'auxiliary levers, andan operativeconnection between said live truck levers and theadjacentauxiliary levers.

10,'In a clasp brake arrangement for aA railway car truck, a frama'spaced supporting wheel and axle assemblies, and beam type rigging com: Y

prising live truck levers associated with the beam at one end of the truck, dead trucklevers associated with' the beam at the opposite end ofthe truck, auxiliary levers associated with the beams intermediate the wheels, pull ,rods connecting the' auxiliary levers at each side o f the truck, pull rods connecting said dead truck levers andthe adjacent auxiliary levers, and operative 'connections between said live truck levers andthe adjacent auxiliary levers respectively, each of said first-mentioned pull f rods being slidably supported at spaced points from' the' beams intermediate the wheels.

1l. In a brake arrangement for a railway car truck, a frame, supporting wheel and axleV assemblies, and brake rigging comprising hanger 'levers supportingbeams intermediate the wheels and at one end of the truck; hangerssupporting a beam at the opposite end of the truck, live anddead truck leversv associated with the beams at r`e spective ends of the truck, auxiliary levers associated with the intermediatebeams, pull rods connecting the auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers andadjacent auxiliary levers respectively.

12. In a brake arrangement'for arailway car truck, a `frame, supporting wheel and axle` assemblies, -and'brake rigging including hanger levers supporting beams intermediate thewheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary Vlevers associated with the beams intermediate the Wheels, pull rods connecting the auxiliary levers at each side of the truck, pull rods connecting said dead truck levers with the adjacent auxiliary levers, and operative connections between said live truck levers and auxiliary levers at each side of dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the intermediate beams, pull rods connecting the auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers and auxiliary levers at respective sides of the truck, said intei-mediate beams being offset laterally to accommodate movement of the adjacent auxiliary levers, each of said pull rods being supported at spaced points from said intermediate beams.

14. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and brake rigging including hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, and operative connections between the live and dead levers at each side of the truck including a live lever connected between the dead truck lever at one end of the truck and the live truck lever at the opposite end of the truck.

l5. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and brake rigging comprising hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the intermediate beams, pull rods connecting the auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers and adjacent auxiliary levers respectively, each of said pull rods being supported at spaced points intermediate the wheels from adjacent beams.

16. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and brake rigging including hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the beams intermediate the wheels, pull rods connecting the auxiliary levers at each side of the truck, pull rods connecting said dead truck levers with the adjacent auxiliary levers, and operative connectionsV between said live truck levers and auxiliary levers at each side of the truck, each intermediate beam aiording slidable support at spaced points for a plurality of pull rods.

17. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and brake rigging comprising hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end o the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated with the intermediate beams, pull rods connecting the auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers and auxiliary levers at respective sides of the truck, said intermediate beams being olset laterally to accommodate movement of the adjacent auxiliary levers, each beam intermediate the wheels alfording slidable support at spaced points for a plurality of pull rods.

18. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and brake rigging comprising hanger levers supporting beams intermediate the Wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, auxiliary levers associated-with the intermediate beams, pull rods connecting the auxiliary levers and dead levers at each side of the truck, and operative connections between the live truck levers and adjacent auxiliary levers respectively, said intermediate beams being oiset downwardly to afford slidable support for the pull rods connecting said auxiliary levers, each beam intermediate the wheels affording slidable support at spaced points for certain of said pull rods.

19. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assem blies, and brake rigging comprising hanger levers supporting beams intermediate the Wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, and operative connections between the levers at each side of the truck including a pull rod supported at spaced points on said intermediate beams.

20. In a brake arrangement for a railway car truck, a frame, supporting wheel and axle assemblies, and brake rigging comprising hanger levers supporting beams intermediate the wheels and at one end of the truck, hangers supporting a beam at the opposite end of the truck, live and dead truck levers associated with the beams at respective ends of the truck, and operative con-A nections between the levers at each side of the truck including a live lever fulcrumed at one end from an intermediate beam and supported at its opposite end from said last-mentioned beam.

RAY G. AURIEN. 

